Method and apparatus for operating internal combustion engines



Sept. 3, '1940. w. E. LEIBING METHOD AND APPARATUS FOR OPERATING INTERNAL COMBUSTION ENGINES Filed Nov. 4, 1936 3 Sheets-Sheet l a W 5 w, 47 z 2 L 7 a 2 E 6 a 1 \w w/ wfi W Sept. 3, 1940. W.-E. LEIBING 1 I METHOD AND APPARATUS FOR OPERATING INTERNAL COMBUSTION ENGINES Filed Nov. 4, 1936 3 Sheets-Sheet 2 m1 v 7. 5 ML 7- \v Z z M i 7 r A m w 9 I W M 5 m a 6 W 7 xv %/A we m 7 H W, 2 I" 2 k 1! i 7%/ p 1940- w. E." LEIBING 2,213,917

METHOD AND APPARATUS FOR OPERATING INTERNAL COMBUSTION EYYGINES s Sheets-Sheet 3 Fi led Nov. 4, 1956 IIH Patented Sept. 3, 1940 METHOD AND APPARATUS FOR OPERAT- ING INTERNAL COMBUSTION ENGINES William E. Leibing, Detroit, Mich., assignor to Leibing Automotive Devices, 1110., Detroit, Mich., a corporation of Nevada Application November 4, 1936, Serial No. 109,195

11 Claims.

This invention relates to improvements in methods and apparatus for operating internal combustion engines, and more particularly to novel methods and means of carbureting and governing such engines.

For a proper understanding of the present invention, it is essential that consideration be given to present-day carburetor installations and the manner of employing governors in combination therewith. Governors now in use usually comprise a valve structure separate and distinct from the throttle valve of the carburetor and mounted in a conduit section about one to one and one-half inches thick inserted between the intake of the engine manifold and the carburetor. This results in a corresponding displacement of the carburetor and the mechanism associated therewith and as a result new connections to the throttle and choke as well as a new gas line must be substituted for the originals. Likewise new air cleaner brackets or supports are usually necessary by reason of the displacement of the air cleaner with the carburetor.

In some installations wherein down draft carburetors are employed and the carburetor or the air cleaner thereon is immediately adjacent the lower surface of the engine hood, it is impossible to introduce a governor since it would raise the carburetor or air cleaner to a point where it would contact the hood. In addition the lengthening of the conduit between the carburetor and the engine manifold tends to upset the fuel mixture in undesirable manner.

Further disadvantages of present day governors with existing carburetors are found in the fact that a governor interposed between the carburetor and the intake manifold of an engine will render the carburetor inefficient and produce undesirable surges while the engine is running under light loads. This is due to the fact that the modern carburetor usually includes an idling or closed throttle mixture control device which depends entirely on the position of the carburetor throttle for metering of the fuel. The throttle is usually arranged so that it caps out either an elongated slot or a series of holes connected to a source of fuel, in a manner whereby the throttle not only regulates the air passing around its pe-.

riphery but at one point in its periphery valves or meters the fuel.

Assuming that a carburetor is installed without a governor, and the throttle thereof is in closed position with the engine idling at about 800 R. P. M., the throttle is in a position to allow sufiicient fuel to pass from the idling jet to the engine to insure its proper idling. Since the throttle is substantially closed, a considerable pressure differential exists on both sides thereof with the pressure adjacent the mainv carburetor jet being substantially atmospheric so that no fuel is drawn therethrough. 1

Under such conditions when the throttle is opened sufiiciently to obtain an engine speed of 900 R. P. M., the throttle is in a position to allow more fuel to fiow from the idling jet or jets, and more air toflow around its periphery to maintain the correct air-fuel ratio. However, the throttle is still in a substantial flow restricting position and maintains a marked differential of pressures in the carburetor and manifold. Therefore, little or no effect of the vacuum of the intake manifold is manifest upon the main jet of the carburetor and little or no fuel flows therefrom.

If the throttle is further opened for a light load and an engine speed of about 2500 R. P. M. the throttle will be in a less restricting position so that the vacuum in the intake manifoldis more effective on the main jet. However, the full vacuum of the intake manifold is still effective upon the idling jets and as a result, the latter will supply approximately seventy-five percent of the fuel required while the main jet will supply only about twenty-five percent.

The foregoing operation has been based on the assumption that no governor is employed in connection with the fuel entering the engine. If a governor of the usual commercial type is inserted between the carburetor and the engine, when it is in a closed or restricting position, it sets up a differential of pressure between the carburetor and the vacuum in the intake manifold. This differential corresponds to the differential that would exist on opposite sides of the carburetor throttle which, as previously explained, is relied upon to insure the proper air-fuel ratio at all stages of operation, particularly under light load and when the engine is idling. Under such conditions the carburetor throttle is robbed of the differential pressures essential to correct opera,- tion of the carburetor.

To illustrate the manner of interference of the governor valve with the throttle valve and consequent operation of the carburetor, let it be assumed that the governor is set to govern the engine at a maximum speed of 2500 R. P. M. It has been pointed out that at such a speed under a light load with no governor present, the idling jets of the carburetor will supply approximately seventy-five percent of the fuel while the main jet will supply about twenty-five percent. When the engine under its light load reaches a maximum speed of 2500 R. P. M., the governor will go to closed position. This sets up a differential of pressure on opposite sides of the governor valve. Since, the throttle valve is in open position to insure running of the engine at its maximum governed speedQthe pressure on the upstream side of the governor valve will be effective throughout the carburetor. This pressure corresponds to the same pressure that was present on the upstream side of the throttle valve when it was in a position to control the engine at 2500 R. P. M. and no governor valve was present. Accordingly only the same quantity of fuel will be drawn from the main jet which corresponds to about twenty-five percent of the fuel required to properly run the engine at the speed of 2500 R. P. M. Since there is no pressure differential about the carburetor throttle valv'e,.there will be no pressure differential effective upon the idling jets which formerly fed seventy-five percent of the fuel to the engine. Under these conditions the fuel mixture is robbed, becomes seriously lean, and the engine slows down. The governor valve will then open, restoring control of the fuel mixture to the carburetor throttle, which-being wide open, causes sudden enrichment of the fuel mixture and causes the engine to speed up. This sets up a repeated cycle of operation wherein the engine will first come up to the governed speed, the governor will close at the governed speed, the mixture of the carburetor will subsequently go bad, the engine speed reduced, and the governor then reopens causing the engine to speed up again.

This results in a surging action which will occur despite the fact that the governor may be in perfect working order, and the carburetor perfectly adjusted.

This problem may, be viewed from another I angle'wh'en it is considered that the carburetor designers have intentionally designed a carburetor wherein correct performance particularly at idling and light loads can only be obtained ly, the carburetor cannot perform at its maximum efliciency.

To overcome the aforesaid disadvantages and to eliminate the use of the separate governor valve which has hitherto been considered neces- "sary, it is a major object of this invention to combine with the carburetor throttle the functions of the governor so that the governing ac- 'tion is attained while maintaining the correct air-fuel ratio even at idling speeds and under light loads. By such a combination, there is no possibility of a differential of pressures in the intake conduit other than at the combined throttling and governing valve and maximum efficiency of the present day carburetor can be insured.

A further analysis of the. present day carburetors reveals that at idling speed, the fuel fed through the idling'jets is not intermingled to any great extent with the air passing through the intake conduit, but instead is fed only at one side in the form of a more or less solid fuel stream while the air is supplied around the entire periphery of the carburetor throttle. Obviously this results in a poor mixture. Further, it has been found that the butterfly valve normally employed as a throttle which is always at an acute angle to the axis of the conduit in which it is mounted, will at speeds where the main jets supply the fuel, divert a major portion of the fuel to one wall of the conduit. In addition the inter-position of a governor in the intake conduit downstream from the throttle creates an undesirable bafiiing of the fuel and air and prevents complete mixture. All these factors contribute to an unsatisfactory mixture, such factors being the major causes of gassing, wet manifold, unequal distribution, and power rumble.

In overcoming the aforesaid disadvantages, it is a major object of the present invention to provide a novel combined governor and throttle wherein the fuel mixture is delivered concentrically of the intake conduit, and a thorough and complete mixture is obtained at all stages of operation including the idling and light load stages, no subsequent interference with a governor or like restriction being present.

It is also a major object of this invention to provide a novel method of setting up the entering air and fuel streams so that the air as originally introduced is substantially in contact with the manifold wall until a complete mixture has been obtained, this method being found to be of tremendous value in eliminating gassing and insuring uniform distribution with a consequent smooth quiet performance of the engine.

Taking up another feature of my invention, a further serious problem in the automotive field has been the so-called gassing that takes place when an engine is being driven by the vehicle in which it is mounted. Under such conditions, with the throttle closed or substantially closed, a large amount of unburned fuel is discharged through the engine exhaust causing what is termed gassing- So-called degassers have been designed to shut off the supply of fuel under such conditions. Despite the use of extensive mechanical linkages, pressure responsive elements and other means, prior degassers have not proven satisfactoryin practice because of their failure to respond quickly enough to changes in operating conditions of the engine, particularly under cracked throttle. During ac.- celeration, prior degassers have not been sufficiently responsive'to permit an immediate resumption of fuel flow upon opening the throttle after complete fuel cut-off. Consequently the engine does not pick up as it should. Also during decelerating condition, prior degassers have been so slow or sluggish in action that a considerable amount of fuel has been passed to the engine and discharged as unburned fuel before the fuel has been shut oil.

In overcoming the gassing problem it is a major object of my invention to provide a novel degasser wherein means is provided to insure instantaneous valving of the fuel to the engine when the engine changes its condition of operation, particularly from deceleration to idling or acceleration. More specifically, my invention comprises a novel arrangement of a governor throttle valve and a connection to a degasser whereby the slightest movement of the throttle valve to and from a fully closed position effects operation of the degasserin accordance with the condition under which the engine is operatmg. My invention, through elimination of the above discussed defects of prior degassers, provides the final step between the prior art and a practicable degassing operation.

Still a further object of my invention is to provide a novel throttle and governor combination for the intake conduit of an internal combustion engine wherein it is unnecessary to provide any means for eliminating throttle cheat or special means for controlling the ignition of the engine from the vacuum existing in the intake manifold, conventional means being capable of being employed wtih maximum efficiency and with no alteration in structure.

Still a further object of my invention is to provide a novel method of governing an internal combustion engine wherein governing means of novel character is provided to insure more sensitive and satisfactory operation of the governing means, this method including the step of adjusting the angularlty of the governor blade or blades in accordance with the maximum speed for which the governor may be set to operate.

A further object of the present invention is to eliminate the deflection of gas flows to one side of the intake conduit as is usual on prior types of both carburetor and governor throttles and to provide novel means wherein the gas flows are directed in a manner to insure uniformity of mixture. I

A further object of the present invention resides in the provision of novel governing means that may be embodied in carburetors already in use or easily adapted to be built as a part of a new carburetor, thus effecting a substantial reductlon in cost over the prior individual costs of the governor and the carburetor.

Further specific and more detailed objects will appear from the following description and the appended claims taken in connection with the accompanying drawings, wherein:

Figure 1 is a section of a combined governor and throttle embodying my invention and illustrating in particular the manner of delivering fuel under light loads and at idling speed, the section being taken slightly off center to illustrate the manner of supporting the .blades for rotation.

Figure 2 is a section taken on the line 22 of Figure 1 illustrating one of the fuel jets and its relation to the throttle blades.

Figure 3 is a section taken on the line 3--3 of Figure 1, illustrating another of the fuel jets and its relation to the throttle blades.

Figure 4 is a perspective of one of the blades of the throttle of Figures l-to 3 inclusive.

Figure 5 is a partial section taken at the left side of the governor of Figure 1 with the cover of the governor casing removed.

Figure 6 is a plan view of the governor of Figure 1 showing the manner of connecting the spark control conduit thereto.

Figure 7 is a section similar to that shown in Figure 2 illustrating a method of adjusting the throttle blades.

Figure 8 is a section of the intake conduit similar to that shown in Figure 1 illustrating a second preferred embodiment of my invention.

Figure 9 is a section taken at right angles to the section shown in Figure 8.

Figure 10 is a section of a further embodiment qr my invention wherein a novel degasser is provided in combination with a combined governor and throttle.

Figure 11 is an elevation of a part of the device of Figure 10, taken at right angles to'Figure 10 and illustrating a novel manner of assembly of the units embodying my invention.

Figures 12 and 13 illustrate preferred modifications of the degasser connection with the com bined governor and throttle.

Referring to Figure l, I have there shown a preferred embodiment of my invention wherein a combined governor and carburetor throttle is employed in an assembly capable of ready installation on carburetors now in use. A portion of an updraft carburetor is shown at H with the usual venturi l2 and conduit [3. The carburetor throttle and its axis'which is normally placed in the upper end of conduit 13 are removed and a sleeve I 4 fitted therein, the sleeve being a part of a throttle and governor housing l5. As will be noted, sleeve I4 is ofa length and diameter equal to the" original throttle housing and is provided with a groove IS on its outer surface leading from the upper part of the casing to the lower edge of. sleeve I4 'to connect with the original idling jets connected to the carburetor as originally installed. This arrangement affords a ready means "of conversion of present carburators without the necessity of filling the original throttle axis apertures and with the advantage of employing the fuel conduits already in the original carburetor.

In the present invention, the conventional throttle of the butterfly type is replaced by a pair of blades I! mounted to rotate on axes l8 and 19. If the intake be round, the blades will be formed with a rounded outer edge. If the intake be rectangular in section or square, the outer edges of the blades will be formed accordingly to effect a closure when in closed position. It will be noted that the blades I! are secured to their axes by screws 2! or similar fastening means, the axes l8 and I9 being formed half round in section and the blades l1 secured to the underside thereof whereby the axes do not interfere with the fluid flow over the under surfaces of the blades l1. Axes l8 and 19 are so disposed in conduit l3 that each blade IT has a greater area on the side toward the conduit wall than toward the center of the conduit in order that the fluid flowing upward n the'conduit will urge the blades to closed position.

It will be noted that the blade construction described affords means for a three-point; closing of the conduit, 1. e., at each side wall and in the center.

Each blade I! is formed with a half round notch 22 and a half cup 23 on its inner edge as shown in Figure 4, the notches 22 cooperating to form an aperture 24 open when the blades are in closed position as shown in Figure 3, and the half cups 23 cooperating to form a closed cup 25 when the blades i! are in closed position as shown in Figure 2.

Housing 15 is formed with a rib 26 extending thereacross and preferably of strearn line shape as shown in Figures 2 and 3. Rib 26 is formed with a conduit 21 connecting with fuel conduit I6 and opening into jets 2B and 29. The opening into jet 29 is unmetered, while the opening into,

jet 28 is preferably metered by a needle valve 3? capable of adjustment by screw 32 in a manner well known in the art.

It will be noted that tube '28 of less diam when blades I! are in closed no in Figure 3, andtube 29 is of and length 'r to be entirely enclosed within cup 25 formed when blades H are in closed position as shown in Figure 2.

Assuming the device to be assembled with an engine and the engine to be running with the blade H in closed position as shown in Figures 2 and 3, a very low pressure equal to the pressure in the intake manifold of the engine will be presenton the engine side of the blades 11. Remembering that the aperture 24 is somewhat larger than jet 28, a small amount of air at extremely high velocity will be drawn around the end of jet 28. Since jet 28 is directly in the low pressure area, it is subject to both the kinetic energy developed by the injector action of the incoming air around the jet and to the low pressure existing on the engine side of the blade I1. Thus a suction of great magnitude is effective on the engine end of jet 28.

As previously pointed out, fuel is delivered from conduit l6 to conduit 2! and thence to jet 28. Were a solid column of fuel brought to jet 28, it would be impossible to adjust valve 3| satisfactorily due to the extremely low pressure effective at the lower end of jet 28. Therefore, other means must be employed.

As previously pointed out, as long as blades I! are closed or nearly closed, cup 25 is formed, the mouth or open side of cup'25 being toward the atmospheric side of vane l1. Jet 29, having its free end'within cup 25 is therefore exposed to air at atmospheric pressure whenever blades I! are "closed and is therefore free to conduct air into 'conduit 21. By properly sizing jet 29 and conduit 21, any desired amount of air can be drawn into conduit 27 through jet 29 to obtain a desired airfuel ratio. Adjusting screw 32 therefore permits both air and fuel to be drawn from conduit 21 through jet 28'and the extreme sensitiveness of the above mentioned solid column of fuel is eliminated.

A'furtherdiflicult problem in carburetion has always been the progressive movement of the throttle away from the fully closed position. Any

.' movement in this direction immediately requires additional fuel. Since the pressures Within the manifold are rapidly rising, a material problem arises in the provision of such additional fuel. During this time the main jets in the carburetor are useless as they have not yet started to function.

In describing the actionof blades 11 when they begin to open, let it be assumed that the engine is idling with blades I1 fully closed and screw 32 to be correctly adjusted to provide the correct air-fuel ratio. The action of blades I! in correcting the mixture as the fiows fall off due to higher pressure on the engine side of blades I! will now be described.

As discussed above, jet 29 has its open end in an area of atmospheric pressure defined by cup 25 when blades I! are closed, but as the blades are opened, this cup is no longer at atmospheric pressure, but gradually decreases from atmospheric pressure to pressures equivalent to that'in the engine manifold and even below due to the kinetic energy developed at the end of jet 29 between the opposing ends of blades [1. Therefore, by proper proportioning the size of jet 29 to the'diameter of cup 25, it is obvious that any degree of progression desired may be readily obtained.

It is apparent to anyone skilled in the art that with the present device, the point of least delivery of fuel is when jet 29 has its free end ciated when it is considered that modern carburetors have their main jets so designed that they supply only approximately thirty to forty percent of the fuel at speeds equal to 2000 to 3000 R. P. M. It is therefore apparent that any improvement in atomization and therefore distribution in the manifold or any improvement in the method of obtaining the throttle progression is of extreme importance. Further, any improvement in atomization in closed throttle position is of extreme importance to eliminate gassing for it has been repeatedly proved that gassing is caused primarily by a wet mixture and therefore a Wet manifold, the manifold in fact often containing pools of raw fuel which boil out with extreme rapidity under the low pressures caused by deceleration. This boiling off causes the mixture to become rich to an extent that it cannot be consumed by the engine and as a consequence, the engine exhausts this obnoxious gas.

As previously explained. blades I! are allowed to come tightly together at closed throttle when aperture 24 will supply about ninety percent of the air required by the engine. The balance of air necessary is supplied by a by-pass 33 which by-passes blades I! and is provided with a needle valve 34 for regulating the air flow.

A further advantage of blades I! is that as they are opened, they maintain an inclination inward or towards the center in a manner whereby all fuel delivered from the main jet of the carburetor is directed toward the center of the conduit. At the same time an annular ring of air defined by the outer edges of the blades is formed in a manner whereby the wet mixture is insulated from the conduit walls until the air and fuel have become a substantially homogeneous colloidal gaseous mixture of fuel particles suspended in air.

Taking up the construction and action of the device as regards its governing function, shafts l8 and [9 which carry the blades I! are preferably carried in housing I5 on ball races similar to those disclosed in my Patent No. 2,026,947 or similar anti-friction bearings, and generally indicated at 35 in Figure 1.

The left ends of both shafts l8 and I9 as viewed in Figure I extend through bearings 35 and are squared or otherwise shaped on their outer ends to receive geared segments 36 and 31, so that after assembly, the blades I! operate in unison and in opposite directions of rotation. Gear segment 31 is provided with a pin 38 to which is connected a spring 39, the opposite end of spring 39 being connected to a bracket 4! by a pin 42.

Gear segment 36 is formed with an arcuate slot 43 to receive a pin 44 secured to a throttle shaft 45 through a disc member 45. This arrangement permits the governor blade to be always free to go towards closed position when the throttle rod shaft 45 is held in open position. However, when it is desired to manually close the throttle, the throttle rod shaft 45 when moved to the closed position will carry gear segment 36 therewith by means of pin 44 to close blades. I'I regardless of their governing function at that time. As shown, throttle shaft 45 is preferably journaled in cover plate 41 and is provided on its outer end with a throttle lever 48 arranged to be connected to the conventional rod by a connection as shown at 49. Throttle lever 48 is preferably connected to an accelerator pump in the usual manner.

Returning to the action of gear segments 35 and 37, the latter is formed with a projection 5| having a cone 52 thereon arranged to engage the free or left end of a compression spring 53, spring 53 being formed with a variable pitch as disclosed in my application Serial No. 738,114 filed on August 2, 1934. Spring 53 is mounted on the end of an adjustable screw 54 mounted to rotate in a threaded lug 55, screw 54 being preferably slotted at its right end as shown at 5B.

A connecting link 51 is arranged to engage slot 56 in screw 54 and also the end of an adjusting screw 58 in a manner whereby rotation of screw 58 is transmitted -to screw 54. A light spring as shown at 59 may be provided to maintain connecting link 51 in contact with adjusting screw 54.

The purpose of this arrangement is to permit an independent adjustment of screw 54 by pushing link tothe right and rotating adjusting screw 54 to any desired position, the link 56 being thereafter released to reengage the slot in screw 54. Link 56 is also essential at this point to provide a means of slippage and to permit relative motion between adjusting screws 54 and 58 as these screws may be of different degrees of pitch or screw 54 may be of left hand pitch while screw 58 may be of right hand pitch. Different engines require different arrangements of the adjustment screws, some engines requiring that the pitches of screws 54 and 58 be in opposite directions, other engines requiring that the pitches be in the same direction but of different degree. This arrangement therefore can be easily altered to obtain the full range of adjustment of any engine.

Adjusting block 4|, to which pin 42 is secured, is tlireadedly engaged with adjusting screw 58 by a threaded collar 6|. Adjustment screw 58 is provided with a series of serrations 62 which engage corresponding serrations in the casing and prevent rotation of screw 58 except when desired. Housing I5 is formed with an aperture 63 immediately adjacent the head of screw 58 so that screw 58 may be sealed by suitable means.

It is apparent from the above, that as adjustment member 4| moves to the right by rotation of v screw 58, the tension on spring 39 is increased and therefore the engine speed is increased. Invariably as the engine speed is increased, the resistance of spring 53 should be decreased. Obviously, if screw 58 is right handed then screw 54,

"if left handed, will back out in accordance with what amount screw 58 is turned anti-clockwise, it being understood as previously pointed out,

- that by varying the degree or characteristic of are in equilibrium with the flow will. be reached. This point is the governed speed and at this point, the blades will cease following the throttle lever to open position and further opening of the throttle lever will merely result in pin 44 leaving the closed end of arcuate slot 53.

Tapped hole 54 as shown in Figure 6 is provided for receiving the spark control line, the smaller hole 55 connecting hole 64 with the intake conduit at a point immediately below one of blades I? as shown in Figures 2 and 3. This position of hole 55 is in accordance with the usual spark control connection to the carburetor throttle whereby under small movement of the blades ii away from the closed position, the hole 55 is transferred from an atmospheric location to one subject to full engine vacuum so that regardless of whether the carburetor throttle is manually operated or acting as a governor the operation of the spark control will be correct.

Thus two of the most complicated features of governors i. e. throttle cheat and spark control have been done away with in a manner requiring no parts or additional cost.

To further adjust the flow of solid fuel to the idling jet, 1 preferably have provided a needle valve 66 as shown in Figure 5.

In connection with the spring adjustment means and the gear segments 31 of Figure 5, it will be noted that a lug 8| is provided on gear segment 3'! which is arranged to engage with a lug 82 on adjusting member 4|. The position of lug 82 which is determined by the position of the adjustment member 4| determines the extent to which blades throttle control is moved to allow full open posi tion of blades il. As will be noted from Figure 5 when the adjustment member 4| is moved to the-far right, a correspondingly greater tension is placed upon spring 39. Accordingly, a greater force is required to close unbalanced valve ii and the governed speed of the engine or the speed at which the valve I! will close is raised. At this point, the position of lug 82 with reference to lug 8| enables blades H to open to a relatively wide position as shown in dotted lines in Figure 2. A

If the adjustment member M be moved to the left, the tension on spring 39 is reduced and less effort is required to move valve l"! to closed position. Accordingly, the speed at which the gov: ernor will close is less. In this position the rela" tion of the lugs 8| and 82 will be such that the blades |l are not permitted to go to as open a position as shown in Figure 2 but are restricted as shown in dotted lines in Figure 7. This man nor of operation is highly desirable since it increases the sensitivity of the governor valve at low speeds. This is obvious from a consideration of Figure 2 wherein it is evident that with the governor blades in the position shown in dotted lines and the governor set to close at relatively low engine speeds, the relatively low velocity of fluid which is compelled to close the governor blade would have very little effect thereon compared to the governor blades when positioned as shown in dotted lines in Figure '7.

Referring to Figures 8 and 9, a further preferred modified'form of throttle valve is there illustrated wherein two blades 'll pivoted as shown in Figures 2 and 3 are formed to pro ide in their closed position a truncated conical section 72 open at its upper end as shownin Figures 8 and 9. Disposed in this section and at a predetermined distance from the open top thereof is a jet 73 which connects with a fuel conduit ll may open when the manual 14 formed in a stream-lined rib 15 extending across the conduit and controlled by a needle valve 16.

When the governor valve H is in closed position, as shown in Figure 9, by reason of the engine vacuum being effective on the upper end thereof, a considerable flow of air is induced through the open cone '2 which when the needle valve 16 is properly adjusted draws the correct amount of fuel from jet 13 to provide a correct air-fuel ratio for the engine at idling speed. An adjustable by-pass for additional air is provided at T1, a needle valve '18 being provided'in connection therewith.

Due to the conical shape of the aperture 12, there will be a gradation of pressure from the upper end to the lower end, the lowest pressure being at the upper'end. Thus at idling speed of the engine, the jet T3 is not exposed to the full vacuum existing on the upper side of the throttle valve H but only to a portion thereof as determined by the distance of the end of jet 12 from the upper end of the hollow cone 12. As the throttle valve gradually opens, the conical effect of section 12 is gradually eliminated, and jet 13 becomes exposed to the full vacuum of the ini take manifold which exposure increases the amount of fuel being drawn through jet 13. This increase in the amount of fuel is accompanied by an increase in the quantity of air not only through the central opening of the throttle, but also around the edges thereof so that the correct air-fuel ratio is maintained at all times. Subsequent opening of the throttle ll permits the vacuum in the intake manifold to become effective upon the main jet of the carburetor to carry the heavier loads.

Referring to Figures 10 and 11, I have there shown a novel form of degasser for use with the governor and throttle of the present invention. As shown in Figure 10, a cross rib 26' similar to rib 26 of Figure 1 is employed with a fuel conduit 21, jets 28 and 29, and needle valve 3|. The fuel conduit 27 is connected to a cross conduit 9| leading into a fuel supply conduit 92 controlled by needle valve 93.

The throttle blades 94, when in closed position, form an aperture 23 and a closed cup 25 as in the governor of Figure l, and in addition form an aperture 95 which fits closely about a conduit 96. Conduit 96 is connected by a conduit 97 to the interiorof a chamber 98 formed by a housing 99 and a diaphragm IOI. A spring I02 is provided in casing 99 to urge diaphragm IOI to the left as shown in Figure 12 with more power than can be developed in the chamber 98 by engine intake pressures. A counter-opposed spring I03, adjustable by means of a screw )4 and a locknut I05, opposes the action of spring I02 in a manner whereby at idling, the valve 93 which is connected to' diaphragm Illl through a connecting rod I06; is held by the balance of the engine manifold pressure and springs I02 and H13 in a position sufficiently far 01f its seat to permit satisfactory idling of the engine.

Apertures I01 are provided in a casing lU B, the latter being in threaded engagement with casing 99 to hold diaphragm H in the proper position. Casing I08 also serves to support adjustment member I04.

To appreciate the value of the degasser shown, it must be remembered that a degasser must be rendered effective or ineffective by a very small movement of the throttle 94 as in the order of a movement creating an opening of about 0.01".

Otherwise its operation will be slow and sluggish compared to the change of the engine from one operating condition to another as from deceleration to acceleration. In the present invention, the location of conduit 99 with reference to throttle blades 94 insures an instantaneous response of the degasser to vary shift movements of the throttle blade providing the accompanying change in operation of the engine calls for operation of the degasser. For instance, if the throttle is closed to effect idling of the engine, the degasser will not be operated but if it is closed to effect deceleration, the degasser will be operated. The conditions under which the degasser will operate are explained hereinafter in detail, the feature stressed at present being the location of the degasser connection with respect to the throttle blades whereby slightest movement of the throttle bladewill affect-the operation of the degasser. This has been a particularly difficult problem with a double blade throttle since the blade extremities therof move neither as far nor as rapidly, for a given angular blade movement, as does the blade extremity of the conventional butterfly throttle in going from open toward closed position and vice versa.

In the operation of the degasser shown, assuming the engine to be idling or operating at closed throttle and the device to be correctly adjusted, the throttle substantially seals the upper end of conduit 96 when the throttle blades are in closed position and subjects the entire upper end of the conduit to the influence of engine manifold pressures. The adjustment of springs I02 and I03 will be such that needle valve 93 will be sufiiciently far off its seat to permit the passage of fuel necessary to idle the engine. Thus there is no interference with the engine at its idling speed.

If, however, the load conditions tend to drive the engine as for instance when a car is pushing an engine during deceleration or when descending a hill, the engine manifold pressure will fall substantially lower than that at idling. Under such conditions, an undesired amount of fuel is drawn into the engine intake and has results in socalled gassing. With the present device in proper adjustment, as the pressure in the engine manifold falls substantially lower than that at idling, this pressure is communicated through conduits 96 and 91 to the interior of chamber 98 to move diaphragm IDI to the right and close needle valve 93, thus shutting off all fuel flow. No further fuel flow can occur at closed throttle until the manifold pressures again equal those for which the adjustment was made, that is, the manifold pressure at which the engine will idle, which will only be when the speed of the engine again equals idling speed, at which point an even reliable stream of idling fuel will be passed.

A further advantage of the present degasser is evident when it is considered that an engine may idle at a vacuum of 18 inches, and still may have an open throttle or cracked throttle position that equals twenty inches of mercury. Obviously any balancing feature cannot function correctly when these conditions are present, for when at idling pressures of eighteen inches, the device must be on the point of functioning, it is apparent that it will be operated at twenty inches. Thus twenty inches on deceleraion must work the device and twenty inches in running co'ndition must not work the device.

This situation is cared for by the present device. Assume that the engine is idling satisfactorily at eighteen inches in the manifold and the space between conduit 96 and opening 95 in throttle 94 is closed enough to permit of a seventeen inch vacuum in the chamber 98. The springs I02 and H13 are balanced to permit valve 9| to be off its seat sufiiciently far topass the necessary amount of fuel for the engine. Any decrease below eighteen inches in the engine manifold will shut the fuel off completely. At the same time if throttle 94 is opened to create an opening of about 0.01", the vacuum in conduit 96 will be instantaneously affected and the vacuum within chamber 98 will fall off from seventeen inches to approximately thirteen inches, even though the manifold vacuum has increased from eighteen to twenty-one or twenty-two inches. This is due to the 0.01 movement enlarging hole 95 around conduit 96,

thereby allowing more air to pass therearound and reducing the effect of the engine manifold vacuum on conduit 96 and the pressure in the chamber 98. Accordingly at cracked and all running, throttle positions a proper supply of fuel is permitted to flow by valve 9!, while during deceleration when the engine vacuum exceeds the normal idling vacuum and when the throttle valve is closed, the fuel supply is cut off.

Briefly reviewing the operation of the degasser, it will be noted that when the throttle is in closed position, the size of conduit 96 and the size of aperture 95 formed by the closed throttle valve are such that there is no leakage of air past conduit 96 and through aperture 95, the full manifold vacuum being effective upon diaphragm HJI in chamber 93. At this vacuum, springs I02 and I03 are adjusted so that they maintain needle valve 93 in open position and permit of flow of fuel to the idling jet 28. Assuming that the car be driving the engine or the engine be decelerated, a manifold vacuum above idling vacuum is created at aperture 95 which vacuum is communicated to the interior of chamber 98 to draw diaphragm IOI to the right and close the needle valve 93 to shut off the fuel flow. This operation, of course, occurs when the throttle valve remains in closed position.

Assuming that the throttle valve is moved toward open position and the vacuum in the intake manifold is higher than idling vacuum, aperture 95 will then not be closely fitted about conduit 96 and will permit atmospheric air to flow from the underside of the throttle up through the enlarged aperture 95. This reduces the effect of the engine intake vacuum upon conduit 96 and increases the pressure in chamber 98 to move needle valve 93 to open position. It is therefore apparent that the present invention provides a degasser which operates satisfactorily under all conditions of operation without need of mechanical aid, the degasser being extremely sensitive and responsive to the range of conditions within which it is designed to operate.

In Figure 11, I have shown a preferred method of assembly of the combined governor and throt tle of the present invention, the method being shown by way of example in connection with the degasser combination. The housing H! is formed with opposing slots H2 having tapered side walls as shown. The rib 2B of Figure l or rib 26 of Figure 10 is formed to carry the jets and the degasser therewith, if used, and is shaped at its outer ends to fit within the slots I I2. Since housing III is preferably die-cast, the ribs 26 or 26 may be placed within slots i l2 and tapped slightly to obtain a secure and tight fit.

This method of assembly is relatively simple and permits ribs 26 or 26 to be machined and finished before they are assembled with the governor. Obviously, this effects economies in manufacture since the ribs would be difficult to ma chine if cast with the governor. Moreover, this arrangement permits the ready substitution of one type of rib for another whereby a combined degasser and governor may be readily substituted for a governor throttle.

In Figures 12 and 13 I have illustrated further preferred modifications of conduit arrangements of my invention that may be employed in place of conduit or connection 96 of Figure 10. In Figure 12 a throttle 83 comprising two blades is designed so that at closed position of the throttle an aperture 84 of predetermined size is formed at the top of the throttle immediately above the conduit 85. The upper end of the conduit is beveled as shown at 86, 86, to engage the adjacent surfaces of the two throttle blades, so that when the throttle is fully closed to normal idling position the conduit 85 will be wholly under the influence of engine vacuum. As the central or inner edges of the blades swing upwardly away from the conduit 85, the latter will be instantaneously subjected to much higher pressure, and it also follows that in cracked throttle position the conduit 85 serves to assuredly maintain the valve 93 in fully open position.

In Figure 13 a somewhat analogous modification is shown wherein a throttle blade 81 is shown, one wing of which is provided with an aperture 88. Disposed immediately below aperture 88 is a conduit 89, the upper portion of which is so shaped as to abut and be closed entirely by the lower surface of one of the throttle blades. Instead of curving the conduit 89, it may be located off-center and the upper surface thereof may be cut transversely at an acute angle to the jet axis to provide a surface parallel and fitting against the adjacent surface of one of the throttle blades. This embodiment functions like and has the same advantages as the degassing devices of the preceding forms. It is even more certain, upon opening of the throttle from closed position after fuel cut-off, to instantaneously subject the diaphragm H]! to a pressure equalling or closely approaching atmospheric pressure.

Should it be desired to substitute a conventional butterfly type valve for the double blade valve illustrated, a conduit would be carried directly from the pressure responsive device to the intake at a point immediately adjacent but on the low pressure side, when closed, of that edge of the butterfly valve which is closest to the engine. In such modification a conduit such as 85, 89 or 96 would, of course, be eliminated.

The invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.

What is claimed and desired to be secured by United States Letters Patent is:

1. In combination, a conduit; three-point closure throttle means for controlling flow through said conduit comprising two blades mounted on individual shafts and placed off center thereon so that the blades are urged towards closed position by the flow of fluid in said conduit; means interconnecting said blades whereby the blades are operated simultaneously; adjustable resilient means to oppose closing movement of said blades; and means adjustable with said resilient means to determine the angularity of said blades in their farthest open position.

2. A governor for an internal combustion engine comprising a conduit; throttle means in said conduit arranged to be urged toward closed position by fluid flow in said conduit comprising two blades; individual shafts to support said blades for rotation on axes intermediate the sides of said blades to provide a three-point closure: and means for insuring that said blades extend angularly with respect to the axis of said conduit and each other during their entire range of movement, the angle defined between said blades pointing in the direction of fluid flow.

3. A governor for an internal combustion engine comprising a conduit; an unbalanced valve in said conduit comprising two flow responsive opposed blades spaced from one another and the sides of said conduit when in open position to effect three point closing of said conduit; means to support said blades for rotation; and means to limit the range of movement of said blades in accordance with the engine speed at which the governor is set to operate.

4. In combination with a governor for an engine, a conduit; an unbalanced valve in said conduit, said valve being arranged to be urged toward closed position by the flow of fluid through said conduit; resilient means to oppose closing movement of said valve; a support distinct from said valve connected to said resilient means; and means to adjust said resilient means and support to vary the effect of the resilient means on the valve to adjust said governor for a predetermined speed of said engine and simultaneously vary the limit of the extent of opening of said valve.

5. In combination with a governor, a conduit; an unbalanced valve in said conduit comprising a plurality of blades, shafts for said blades, the latter being arranged to be urged toward closed position by fluid flow in said conduit; geared segments on each of said shafts to connect said shafts for simultaneous rotation; resilient means connecting with one of said segments to oppose closing movement of said blades; and an adjustable bracket arranged to engage one of said geared segments to limit its arc of rotation, said resilient means being connected to said bracket whereby said governor and said limiting means may be simultaneously adjusted.

6. A governor for an internal combustion engine comprising a conduit, flow responsive valve means in said conduit comprising a plurality of blades, spaced shafts to pivotally support said blades in an unbalanced manner, said blades being spaced from each other and said conduit walls when in open position to define a plurality of distinct fluid fuel mixture paths through said governor and arranged to contact one another and said conduit walls to effect substantially simultaneous closure of said fluid paths in response to the flow of fluid in said conduit.

7. A governor for an internal combustion en gine comprising a conduit through which fuel is delivered to said engine; an unbalancedvalve in said conduit comprising two flow responsive opposed blades spaced from the sides of the conduit and each other when in open position and arranged to cooperate with said conduit and each other to effect substantially simultaneous three point closing of said conduit; and means interconnecting said blades for simultaneous operation.

8. A governor for an internal combustion engine comprising a conduit through which fuel is delivered to said engine; an unbalanced valve in said conduit comprising two flow responsive opposed blades spaced from the walls of the conduit and each other when in open position and arranged to engage the walls of said conduit while effecting three point closing of said conduit; and means interconnecting said blades for simultaneous operation.

9. A governor for an internal combustion engine comprising a conduit for leading fuel to said engine; valve blades mounted on spaced shafts in said conduit; members on said shafts exteriorly of said conduit arranged to insure simultaneous movement of said blades; resilient means connected directly to one of said members for opposing closing movement of said blades and means connected directly to the other of said members for manually closing said blades from any position thereof.

10. A governor for an internal combustion engine comprisin a conduit, a valve assembly in said conduit arranged to be moved toward closed position by fluid flow through said conduit including a member exterior of said conduit arranged to rotate with said valve about an axis of said valve, resilient means connected with said member on one side of said axis to oppose closing movement of said valve, a compression spring of varying pitch arranged to contact said member on the opposite side of said axis during a portion of the movement of said member to oppose closing movement of said valve, and means to simultaneously adjust said resilient means and vary the effect of said compression spring upon said member.

11. A governor for an internal combustion engine comprising a conduit, a valve assembly in said conduit arranged to be moved toward closed position by fluid flow through said conduit including a member exterior of said conduit arranged to rotate with said valve about an axis of said valve, resilient means connected with said member on one side of said axis to oppose closing movement of said valve, a compression spring arranged to contact said member on the opposite side of said axis during a portion of the movement of said member to oppose closing movement of said valve, a reciprocable support upon which said compression spring is mounted, means for adjusting said resilient means and means interconnecting said reciprocable support and said adjusting means so that adjustment of said reciprocable support is effective to simultaneously adjust said resilient means and vary the effect of said compression spring upon said member.

WILLIAM E. LEIBING. 

